Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
  • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
  • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
  • B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K31/00—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator
  • B60K31/02—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically
  • B60K31/04—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means
  • B60K31/042—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator
  • B60K31/045—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor
  • B60K31/047—Vehicle fittings, acting on a single sub-unit only, for automatically controlling vehicle speed, i.e. preventing speed from exceeding an arbitrarily established velocity or maintaining speed at a particular velocity, as selected by the vehicle operator including electrically actuated servomechanism including an electric control system or a servomechanism in which the vehicle velocity affecting element is actuated electrically and means for comparing one electrical quantity, e.g. voltage, pulse, waveform, flux, or the like, with another quantity of a like kind, which comparison means is involved in the development of an electrical signal which is fed into the controlling means where at least one electrical quantity is set by the vehicle operator in a memory, e.g. a capacitor the memory being digital
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
  • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
  • B60T13/58—Combined or convertible systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2510/00—Input parameters relating to a particular sub-units
  • B60W2510/06—Combustion engines, Gas turbines
  • B60W2510/0638—Engine speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
  • B60W2520/105—Longitudinal acceleration
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
  • B60W2530/16—Driving resistance
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/12—Brake pedal position

Definitions

• the invention relates to a method and a device for controlling a vehicle, in particular the speed of the vehicle.
• a method and a device for controlling a vehicle is known, for example, from DE-OS 37 03 645 (US-A 4 884 203).
• This document describes a method and a device for influencing the driving speed of a motor vehicle, in which, depending on operating signals from a driver, the engine power with a view to maintaining a constant driving speed desired by the driver, as a function of the position of an operating element which can be actuated by the driver, by setting a throttle valve provided in the air intake system of the internal combustion engine is controlled.
• Such a vehicle speed controller generally ensures compliance with the desired speed.
• intervention in the engine power may not be sufficient to maintain the desired speed.
• the driver reduces the target speed via the control panel, the vehicle is decelerated or the speed is reduced only on the plane or when the road surface is increasing.
• the driving speed controller is usually switched off when the brake is actuated, the driver must intervene in a braking manner in this case and then reset the driving speed controller.
• the invention is based on the object of providing, in a method and a device for controlling a vehicle of the type mentioned at the outset, a more comfortable vehicle speed controller which also enables the desired vehicle speed to be maintained when driving downhill.
• a device for preventing the spinning of the driven wheels of a vehicle is known.
• the wheel speed of the driven wheels is compared with a reference signal. If a discrepancy is found between the wheel speed and the reference signal, a slip signal is generated. If a slip signal occurs, the device forms a signal for actuating the brake of the associated driven wheel.
• the device according to the invention relieves the driver since he no longer has to apply the brake in order to keep the driving speed constant when driving downhill. Furthermore, in systems with travel speed limitation, even when driving downhill, it is ensured that the limit speed can be maintained.
• the driver does not have to actuate the brake when driving downhill in order to set the desired speed. After a brake intervention, the driver is also spared the need to set the cruise control.
• FIG. 1 shows an overview block diagram of an exemplary control system in a vehicle
• FIG. 2 shows a flowchart to illustrate the method
• FIG. 3 shows a block diagram with a particularly advantageous embodiment of the invention. Description of the embodiments
• FIG. 1 shows a first control unit 10, which controls a device or devices 14 for controlling the engine power of an internal combustion engine, such as throttle valve, fuel metering, ignition, control rod, injection pump, etc., via an output line 12.
• the internal combustion engine is preferably used to drive a vehicle.
• the control unit 10 can e.g. an electronic engine power control (electronic accelerator pedal), a device for fuel metering (Motronic), an electronic diesel control (EDC).
• the control unit 10 is supplied with input lines 16 to 18 which connect them to measuring devices 20 to 22 for detecting operating variables of the engine and / or the vehicle. This first control unit 10 influences the engine performance of the vehicle.
• a second control unit 24 is provided, to which the input lines 26 to 28 are fed, which connect the control unit 24 to measuring devices 30 to 32, which likewise detect operating variables of the engine and / or the vehicle. Via an output line 34, the control unit 24 engages in at least one control element 36 of a braking device of the vehicle. This second control unit 24 influences the braking power of the vehicle.
• the control unit 24 is preferably an ABS control unit and / or an ASR control unit.
• the two control units 10 and 24 are connected to one another for information exchange via an interface, which is shown in the overview block diagram by the two lines 38 and 40.
• a switch 42 is drawn in line 40, which symbolically describes a switch-off option for the interface by the driver or a higher-level control unit.
• an operating element 44 is shown, from which a line 46 leads to the control unit 10 and, in a preferred exemplary embodiment, a line 48 to the control unit 24.
• the control element 44 is a known vehicle speed control control element and optionally an control element for actuating the brake.
• the interface between the control units consists only of one line.
• the two control units work together in the sense of a driving speed control or a driving speed limitation.
• the mode of operation of the system shown in FIG. 1 is explained in the following by way of example.
• control unit 10 forms depending on the accelerator pedal actuation by the driver and possibly the operating variables detected by the measuring devices 20 to 22, such as Throttle valve position, engine temperature, engine speed, driving speed, etc., a control signal for the actuator 14 influencing the output, which in the case of an Otto engine has a throttle valve, in the case of a diesel engine, e.g. the injection pump is.
• control unit generally includes, among other things, vehicle speed controllers and / or vehicle speed limiters. In a particularly advantageous embodiment, it is provided that this control unit or another control unit connected to it limits and / or regulates the distance to the vehicle in front.
• the control element 44 has the function positions known from the prior art for carrying out the driving speed control function, such as “accelerating”, “decelerating”, “setting,” “resuming”, “off”. Depending on the function desired by the driver, the control unit 10 regulates the speed of the vehicle to the value specified by the driver or accelerates or decelerates the vehicle according to the function specified by the driver via the control element 44 by adjusting the adjusting device 14.
• the driving speed controller generally ensures compliance with the set speed, the set speed is exceeded only in some operating states, for example when driving down a slope, if the control unit 10 does not exceed the engine power minimum value, e.g. Zero, has reduced without the speed reaching the set value.
• the engine power minimum value e.g. Zero
• a speed limiter works in a comparable way.
• the driver specifies a maximum speed via the control element 44.
• the driver controls the engine power in the usual way by pressing the accelerator pedal. If the vehicle speed exceeds the preset value, the vehicle speed limiter reduces the engine power independently of the accelerator pedal actuation.
• the situation can occur when driving down a slope that it is no longer possible to maintain the speed by intervening in the engine power, since this intervention has already been fully exhausted.
• a motor speed limiter works in a comparable manner, which can also be used to limit the driving speed, taking into account the gear ratio, or serves to limit the motor speed to a maximum value. In addition, there is usually a maximum limitation of the maximum speed.
• information about the interface relating to the vehicle speed control is therefore transmitted to the control unit 24 via the lines 38 and 40.
• a measure of the set engine power is transmitted to the control unit 24 via the line 40 and e.g. at minimum setting, the control unit 24 is activated for engagement in a brake 36.
• the two control units are locked against one another by means of the information via line 40.
• Information regarding the operating state of control unit 10 (e.g. vehicle speed controller active) and the target / actual deviation can be transmitted via line 38, for example.
• the intervention in a braking device is preferably carried out as a function of the difference between the setpoint and actual speeds and leads to an influencing of the braking device 36 in the sense that the setpoint speed is maintained by the actual speed.
• the control unit 24 is an ABS / ASR control unit which controls the brakes of the vehicle by influencing the pressures in the brake lines.
• a control device for traction control works, for example, as follows. The control unit records the speed of all wheels and compares this with an ASR reference speed. If the speed of one of the wheels exceeds this reference speed, the control device actuates the brake of the corresponding wheel by increasing the braking torque and / or the braking pressure.
• the interface consists of two lines 38 and 40, on which on the one hand a control signal (line 38) and on the other hand status information of the control unit 10 (line 40) is transmitted.
• the driver or a higher-level control unit can switch off the interface by means of a symbolically drawn switching element 42, so that the normal functions described above run separately from one another. In an advantageous embodiment, however, the two lines 38 and 40 can be combined in one line.
• FIG. 2 shows a flow chart to illustrate the procedure according to the invention.
• the current driving speed VI is recorded.
• the setpoint VS for the speed of the vehicle may be reset. This can be done, for example, by the driver specifying a new desired speed via the operating part.
• the target deceleration AS is calculated, which is necessary to reach the target speed VS based on the actual speed VI. This target deceleration AS results from the instantaneous actual speed VI and the desired speed VS and the time within which the speed is to be set.
• the instantaneous engine torque MM is calculated based on the instantaneous throttle valve position DK and the speed N.
• This engine torque is preferably stored in a engine map as a function of the two variables throttle valve position DK and speed N.
• a driving resistance moment WM is determined as a function of the throttle valve position, the current driving speed VI, the speed and, if appropriate, the current acceleration AI.
• the engine torque MM corresponds to the torque provided by the engine. It only has positive values.
• the driving resistance torque WM is the torque that counteracts the engine torque. At constant driving speed, these two moments are the same.
• the drag torque WM When driving uphill or driving on a flat road, the drag torque WM will always be less than zero and cause the vehicle to decelerate.
• the driving resistance torque WM can assume positive values, which results in the vehicle accelerating. With positive values of the driving resistance moment WM, the driving speed increases even if the engine torque is zero. Operation at constant driving speed without an additional braking torque is not possible.
• a possible deceleration AM is specified in step 250.
• This possible deceleration AM indicates the amount by which the vehicle can be decelerated if the throttle valve is closed completely and the engine torque thus becomes zero.
• the query 260 checks whether the possible deceleration is smaller than the target deceleration AS. If this is the case, that is to say the target speed VS cannot be reached, the driving speed control unit 10 emits a corresponding signal to the ABS / ASR control unit 24 in step 270. If necessary, the brake lights are activated in step 280. If there is a sufficient delay or after activation of the ASR control unit, program step 200 follows again with the detection of the current speed. According to the invention, it is checked whether the driving resistance torque calculated on the basis of the throttle valve position, the vehicle speed and possibly the vehicle acceleration is sufficient to achieve the desired speed. For this purpose, the engine torque is determined based on the speed and the throttle valve position. Based on the engine torque and the driving resistance torque, a decision is made as to whether active braking is to be initiated.
• the driver When driving downhill, the driver specifies a lower target speed. In this case, the actual speed is also greater than the target speed. It is necessary to check whether the sole removal of the motorment is sufficient to achieve a sufficient delay.
• a preferably digital delay signal can be transmitted.
• a certain signal level signals that the first control unit 10 wishes to brake.
• Another signal level signals that the first control unit 10 does not want any braking intervention.
• the transmission of a preferably analog delay value is possible.
• the desired braking effect is preferably proportional to the signal level.
• the vehicle speed control unit 10 can transmit a braking torque or a braking pressure as a digital and / or analog signal to the second control unit 24.
• the transmission of a target speed to the ASR control unit is particularly advantageous.
• This target speed influences the ASR reference speed in the sense of a reduction.
• the reduction in the ASR reference speed then results in a braking intervention.
• the transmission is preferably carried out by means of two signals. It is advantageous if, on the one hand, an analog deceleration signal and a target speed are specified.
• step 280 Since the switching on of the brake lights by means of a relay contact in parallel to the usual brake light switch influences the driver brake request, the solution shown in FIG. 3 is proposed.
• the control element 44 comprises a brake request sensor 44a, which is connected to the battery voltage U. Furthermore, it energizes the second control unit 24 with a signal that indicates a brake actuation. Furthermore, at least two brake lights 51 and 52 connected in parallel are connected to the battery voltage U. The two other connections of the brake lights are connected to the second control unit 24.
• the brake request sensor 44a generates two different signal values depending on whether the brake signal is actuated or not.
• the braking request sensor 44a contains a switch 80. This switch 80 is connected with its one pole to the battery voltage and with the other via a resistor 82 to ground in. At the common point between resistor 82 and switch 80 is connected to the output of Brems horrsen ⁇ réelle 44a.
• the brake light 51 is connected to ground via a switching means 61.
• the brake light 52 is connected to ground via a switching means 62.
• the switching means 61 and 62 are preferably integrated in the second control unit 24. Semiconductor switches or relays are preferably used as switching means 61 and 62.
• the switch When the brake is not applied, the switch is in its open position and the connection point 81 is at ground potential. When the brake is actuated, switch 80 closes, so that point 81 is at battery potential. A positive brake at point 81 indicates an activated brake. Potential zero at point 81 indicates that the driver does not want to brake.
• the brake request sensor can also be configured differently.
• two switches can also be provided.
• a potentiometer can also be used instead of the switch.
• Two potentiometers can also be used to further increase safety.
• the two switches are preferably controlled by the control unit 24 so that they are closed when the brake is actuated and the brake lights 51 and 52 light up. A brake actuation is recognized and the switches are actuated when the brake request sensor 44a indicates a brake actuation. This means that there is a positive potential at point 81.
• the control unit 24 also controls the switches when the ABS / ASR control unit 10 desires braking intervention.
• This procedure offers the advantage that the brake request sensor is completely separated from the "active brake intervention" display. Mutual interference can thereby be avoided. Furthermore, the functionality of the brake lights can be monitored very easily by the second control unit 24. If monitoring is dispensed with, only one switching means can be used instead of the two switching means 61 and 62.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Automation & Control Theory (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Regulating Braking Force (AREA)
• Controls For Constant Speed Travelling (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Priority Applications (3)

Applications Claiming Priority (2)

Publications (1)

Family

ID=6502269

Family Applications (1)

Country Status (6)

Cited By (2)

Families Citing this family (55)

Citations (5)

Family Cites Families (9)

• 1993
  • 1993-11-10 DE DE4338399A patent/DE4338399B4/de not_active Expired - Lifetime
• 1994
  • 1994-10-28 JP JP51352095A patent/JP3748885B2/ja not_active Expired - Lifetime
  • 1994-10-28 US US08/640,971 patent/US5794735A/en not_active Expired - Lifetime
  • 1994-10-28 WO PCT/DE1994/001264 patent/WO1995013203A1/de active Application Filing
  • 1994-10-28 HU HU9701242A patent/HU218526B/hu not_active IP Right Cessation
  • 1994-10-28 KR KR1019960702397A patent/KR100351394B1/ko not_active IP Right Cessation

Patent Citations (5)

Non-Patent Citations (2)

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